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Aviation History
1955
1955 - 0081.PDF
PLIGHT, 21 Jutmary 1955 81 SHORT S.A.4 SPERRIN (Four Rolls-Royce Avon RA.3$) NOSEWHEEL UNIT STEERED W AILERON HANOWHEEL VIA DOC-CLUTCH KEY TO DRAWING entry The rear fuselage was subjected to stiffness tests and was thenjoined to the nose section (repaired after its tank test) and mounted in the large test-frame. No tailplane or fin was attached,although loads were imparted through the root ends of the tail pick-up points. Various loads were applied to the wing stubsby means of overhead gantries, the fuselage being secured to the massive girder floor. Two main cases were investigated: landing with the noseundercarriage touching first (heavily), and yawed flight at a high I.A.S. Hie fuselage was deliberately made as a "risky" structurewith full testing in mind from the outset (this is one of several approaches to design, and is a method with singular merits). Thefirst case examined was quite straightforward, and the highest loads were imposed in the second series of tests (yawed flight). The first failure occurred at 65 per cent ultimate, in the formof a local failure in the rear fuselage. After repair, the fuselage failed again at 67.2 per cent. Progressive modification increasedskin gauges and added extra intercostal members; two further tests were each stopped at 60 per cent, followed by modification,and succeeding tests went up to 70 and then 95 per cent, although it was apparent that the latter was near to the limit. At the proofconditions, the bomb doors were operated, with complete success, and the loading was then further increased, the structure finallybreaking at 108 per cent. The wing was a much more stressable structure than was thefuselage, and it was designed to be closer to the ultimate. A complete wing was attached to a short length of fuselage, and this 1 Pressure head 2 Visual bombing window. 3 Cool air to inverters above hatch. 4 Cooling trunk to radar installation. 5 Emergency ram-air pipe to pressure cabin. 6 Air-bomber's oxygen economizer. 7 Supplementary oxygen bottles. 8 Nosewheel-steering cables and dog- clutch. 9 Elevator torque-tube endings and quadrants. 10 Aileron control. 11 Rudder control. 12 Access to flying-control linkages under floor. 13 Captain's ejection seat and hatch. 14 Nose-undercarriage retraction jack. 1$ Up-lock. 16 Nose-undercarriage trunnion 17 Refrigeration unit intake and out- let. 18 Discharge from pressure cabin. 19 Floor level and top of escape tunnel. 20 Jettisonable hatch hinges. 21 Catwalks. 22 Inverters and suppressors. 23 Maintenance hatch in roof of escape tunnel. 24 Oxygen bottles. 25 Pressure dome (about 140 multi-pin connections). 26 H-type Mk 3 dinghy. 27 Heavy spring pulls seat into ejection position. 28 Brake reservoir. 29 Four bomb-door jacks. 30 Fuel tank air vent. 31 Ground hydraulic hondpump. 32 Heavy ribs in centre section. 33 Wing/fuselage joint (four bolts front and rear). 34 Pressure-fuelling sockets, port and starboard. 35 Ground electrical socket. 36 Camera door jacks. 37 Camera. 38 Identification lights. 39 Portable ladder to (40). 40 Rear fuel-tank walkway. 41 Tailplane and fin front mounting frame. 42 Rear mounting frame. 43 Diagonal tie rods. 44 Elevotjr centralizing and locking actuators. 45 Rudder centralizing and locking actuators. 46 Tab-operating screw-jacks. 47 Mass- and Irving-balanced surfaces. 48 Cabin-air outlets (free flow in rear fuselage). 49 Braking parachute. 50 Undercarriage door jack. 51 Cables to door latches. 52 Leg-operated door. 53 Undercarriage retraction jack. 54 Down-lock jack. 55 Fuel recuperators. 56 Flap jack, one in each wing. 57 Flap linkage, ties port and star-board. 58 Air-broke jacks. 59 Tank-bay skin, corrugated andfabric lined. 60 Main drag members, 11 per wing. 61 Immersed fuel pumps. 62 Landing lamp. 63 16mm test camera. 64 Pressure head; static vents onfuselage. 65 Firewalls. 66 Engine trunnions. 67 Engine mount forward steadies. 68 Auxiliary gearbox inboard of nacelle. 69 Intake to cabin blower and genera- tors. 70 Jacking point.
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